Automatic transmission



sept 7, 1943 c. w. LANPHRE 2,328,813

AUTOMATIC TRANsMissION Filed March 11, 1942 5 sheets-sheet 1 Figi.

O5 GI TGM 5V G2 3 OP LK C 15 HB2 *"LVK'I ABI ma AZ IgE. -5H m a PVS P LK4- VCA Ln5| l ILV' mw Pvs Pn Pv/ CH Eva LV2 Pl Pl.. l 5| Tm 5 Sheets-Sheet 2 C. W. LANPHERE AUTOMATIC TRANSMISSION Filed March 11 F`UC\ FDI.

I N VENTOR.

Sept. 7, 1943.

ml R B Sept 7, 1943 C. w. LANPHERE 2,328,813

4U'IOMA'I'IC TRANSMISSION Filed March ll, 1 942 5 Sheets-Sheet 3 INVENTOR.

Patented Sept. 7, 1943 UNITED STATES PATENT OFFICE 2,328,813 j AUToMATro TRANSMISSION Cuve W. Lanphere, New York, N. Y. Application March 11, 1942, Serial No.l 434,234

25 claims. (C1. 'zi-26e) l The present invention relates to aspeed controlled speed changing planetary transmission, and particularly to airplane supercharger transmissions in which barometric means are utilized, the variations of which depend on variations in altitude, the latter variations being controlled by movement, i. e., speed of an airplane.

One object of my invention is to provide means for automatically changing the speed of an engine supercharger impeller, thus obviating the necessity of manual actuation.

Another object is to provide a plurality of plentaly gear units thereby alfording smoother operation than possib-le with" slidable meshing elements. f

A further object is to provide a plurality of fluid means for actuating the planetary units, the uid means being pneumatic.

A` still further object is to' provide suitable valvular means for controlling the plurality of uid means.

Another object is to provide means responsive to atmospheric pressure for actuating the valvular means.

These and other features will be more fully understood by reference to the drawings in which:

Figure 1 is a diagrammatic plan of the transmission with some of the elements sectioned.

Figure 2 is a diagrammatic elevation of a planetary gear unit and some of its actuating mechanism.

Figure 3 is a diagrammatic center cross section of a planetary gear unit.

Figure 4 is a diagrammatic view of a rack operated rotary valve.

Figure 5 is a diagrammatic view of barcmetric actuating mechanism.

Figure 6 is a diagrammatic plan of a tion of the invention.

Figure '7 is 'a diagrammatic view of a valve for actuating the drums forming parts of a transmission known in the art but of differentstructure than those shown in the present disclosure.

Figure 8 is a diagrammatic View of hydraulic means for actuating the fluid motors of this invention.

Figure 9 is an isometric view of gradient actuating means. Figure 10 is a diagrammatic view'of a modification of Valve' V shown in .Figure 1, and cooperating mechanism.

Two pressure responsive members ABI and ABZ are shown in this disclosure `but the number can be varied as desired. In Figures 1 and5 of the modificapresent disclosure each of the arms AI andAZ corresponds to the arm connected to and moved by an aneroid barometer.

Bearings, supports, connections, and all the parts comprising this invention can conform to known principles of construction. Three gear speeds are shown but the number can be varied.

The reference characters ENG identify a gasoline engine and MAN the engine intake manifold. The engine shaft is marked SE. A clutch CA of any suitable design may be providedfor connecting shaft SE with a clutch shaft SC. Three `planetary gear units may be utilized. Their drums also termed orbit gears are indicated by characters DI, D2, and D3.` Figures 2 and 3 disclose one of these gear units, but any suitable type may be used with the control mechanism of this invention as Figs. l, 2, 3, 6. and 10 are only diagrammatic and not intended to imply that the use of this control is restricted to onlyone type of planetary mechanism. Where similar parts are shown-in Figures 1, 2, 3 and 5 the reference characters are similar. The unit-for first speed comprises a sun gear identified by characters SG, four planetary gears by PG and a drum internal orbit gearib-y IG. The hub of gear IG can be provided with over-running clutches of a type old in the art. This type comprises a pocket containing a roller FWR. The pocket is formed by Aa recess inthe hub of gear IG and by the circumferential surface of a shaft SI. The bottom of the recess diverges from the shaft. The planetary gears can be pivotally mounted on a disc shaped lcarrier member FW which is secured to shaft S2. A band BI encircles the drum DI. This band may be provided with an oset OB that can be suitably attached to a Xed support FS. Another oifset OG on this band may be pivotally connected to a link KLI, and this link can be pivotally connected to a lever LPI. Lever LPI can'be pivotally mounted on a fixed support SF. A link KLI (shown broken away) in Figure 2 may connect lever LPI with a piston rod RI of a fluid motor CYI A band B2 may be provided for cooperation with drum D2. A third band B3 cari similarly cooperate with drum D3. i The main shaft hasseveral sections in addition to shafts SE and SC. These sections are identified by characters SI, SZ, and S3. Should the engine exhaust be used as an actuating means the shaft SE could be connected to the means actuated by the exhaust. l

When a clutch CA tobe described shortly is in engaged position and all the bands BI, B2, and B3 are not':binding on the drums a direct connection between the engine and shaft SI results as each drum orbit gear revolves with its respective cooperating planetary gear unit which causes the narrow portion of the hub pocket to impinge on the roller which in turn binds on shaft SI locking it to the orbit gear causing the shaft to rotate with it. When the band BI binds suiciently on the drum DI the planetary members travel around the inside of the internal gear and the sun fgearSG and shaft S2 drivexshaft SI :in accordance with the teeth ratiosof the `gear members. At this time the orbit gear is at rest 'and the roller is in the wide portion of the pocket which frees the orbit gear from the shaft. For some speeds it may be desirable to y'have -thesun gear SG drive the planetary members APG" .-in-V stead of having the movements just above de-Y scribed. In this case the sun gear `would 4be on shaft S2 and the disc FW with its planetary gears on shaft SI. As all the planetary units shown in Figs. 1,16, and 10 .are similar and tunction'in the same manner as thejrst :speed -unit above described, functional details will not be given describing the operation of the-other units.

A gear GI may fbe rigidly secured.l to -shatt SI. Meshing with this gear may be a-glear'GZ rigidly attached to a shaft IS. The shalitTS vcan carry a supercharger impeller I-of any suitable type.

:Connected to :the engine manifold MAN is a tube or conduit having branches TCA,'T.P'I, TP2, and TF3 which yrespectively cooperate with 'encircling channels CHC, CHI, CH2, and 'CH3 in a `cylindrical vvalve V. This valve `can be disposed 'in afhorizontal position to affordeas'er movement. These tubes in the order listed -can be connected to any suitable type yof 'fluid -motors CAC, CYH, CY 2, and CY3. n

Valve V maybe enclosed ina-casing VC, This valve may-be provided with notches N, "I 2, and i3 for lcooperation with a plunger PL. This .plunger 1can .carry a roller R suitably supported for engaging these 'notches anda spring SP maybe lemployed for urging this plunger towards them. A housing HS can be provided for enclosing this plunger and spring. Valve V may be provided with an offset portion OP, and a slot SL. A rin'- ger or guide suitably supported canv be used for permanently engaging this slot, 'thus preventing rotation of valve V. Acollar C maybe keyed on offset OP between springs' S and SV. On-e "r end of spring -SV is supported by an offset OS on valve V and vone end of spring VS is supported by shoulder SH on this valve. A link' LK-I can be pivoted at PVI on collar C and at PVZ on lever LVI, and this lever may be suitably pivoted at PVS on a nxed support v(support not shown). Lever LVI can be pivotaily connected at'PV' with link LK2 and thiisli-nk pivotally connected rat PV5 with arm AKI which is attached to barometer ABI. A zlink LK3 similar to link LKI may be provided for connecting collar C with lever LV2. This lever is similar to lever LVI. Link LK4 can be pivo-tally connected te lever LV2, :and to .arm A2 of barometer ABT.

The device functions as follows: With an airplane at sea level andv the engine functioning.; valve V is at the position shown in Figure 1. .Its channel CHC is in line with tube TCA, ailording afunctional connection between the manifold MAN and the fluid motor CAC. Air is therefore drawn from motor CAC actuating its piston PCA towards port PA which by means of a link LK Apivoted at PP on a lever LVB swings this lever on a xedsupport indicated at SU. Lever LVB at its end ED can be suitably connected to the' clutch CA and the movement of this lever actuates the clutch to disengaged position thereby freeing shaft SE from shaft SC. This prevents actuation of the impeller I at this time.

Neutral to first speed change As the plan ascends the decrease in atmospheric pressure causes the barometric means to expand and actuate levers LVI clockwise and LV2 counterclockwise. These levers by :means of links LKI and AILKS respectively urge collar C towards spring SV compressing it against offset OS. This tends to move Valve V in the direction of this urge but the spring pressed plunger PL by means 'impinges on the side BT2 of notch 2.

'of its roller R checks its movement. By properly .sloping theside TBN of notch N in valve V this plunger will be forced out of this notch at the y,

This releases' homes engaging tying ftogether 'shafts 'SC vand SE. This actuates the entire vshaft mechanism and rotates gear TG'I which Irotates gear YG2 therewith rotating vshaft IS :and impeller With the alignment of channel CHC with'portfPO channel CHI lines up with tube rI'PI thusr'affording. the suction of air from the uuid 'motor -sCYI While atmosphere enters it through `@port PI.

'link swings lever LPI and this lever actuates link KLI thereby actuating band BI which binds on and checksthe rotation of drum Dl The planetary lunit inside this drum vcooperates with'sh'atts SI and S2 and their rotation causes the impeller f to function :at rst speed. When valve V moves to the position above described itsfchan'nel becomes aligned with port P2" but at this time actuates nothing. `Channe1 CH3 moves to a po-k sition l1-alf Way between its `position shown in Fig'- ure l `and a port P31', but nothing is `actuated by its movement.

First to second speed change As the plane ascends still ,further the barometric means again compress spring SV and by properly proportioning the side TBI of notch 'I the roller R and plunger PL are forced out of this notch at the desired predetermined altitude. Valve V then moves to second speed position under the urge of spring SV and plunger PL as it At this position channel CHI is in line withport PI whereupon atmosphere enters tube TPI and cylinder CYI thus releasing piston PSI and rod RI and linkage and the band BI allowing a spring I' to actuate lever LPI thus releasing the drum DI. This sets up a direct connection between shafts SI and S2. When channel CHI lines up with port PI' the channel CHC simply moves further but actuates nothing. Channel CH2 lines up with tube TF2 and air is drawn from cylinder (fluid motor) CY2. Its piston PS2 moves-towards port PT2 and with it piston rod R2 while atmosphere enters port P2. KLZ, lever PL2, link XL2 and band B2 Vcausing This actuates piston APSI and piston rodRl towards port PTI and mththem link KLII l. 1 This4 This actuates link .can be used in cylinders CY2 and CYS.

it to bind on drum D2 whereupon the planetary gears inside function and drive the shafts S2 and SI and therewith shaft IS and impeller I in second speed. Channel CH3 moves to port P3', but does not actuate anything at this time.

Second to third speed change As the plane ascends still higher the barometric means and collar C compress spring SV and by correctly proportioning the side TBZ of notch 2,

the roller R and plunger PL are forced out of this notch at the desired predetermined altitude, thus releasing valve V whereupon the spring SV and roller R impinging on the side BTS` of notch 3 carry this valve to third speed position. Channel CHC moves to a point further from portPC but actuates nothing. Channel CHI moves to a point beyond port PI but does not actuate anything. Channel CH2 moves to port P2' allowing Aatmosphere to enter cylinder (fluid motor) CY2 lthrough tube TP2. This releases piston PS2, link KLZ', lever vLP2, link KL2, and b-and B2 whereupon the spring (spring not shown here) similar to spring I for lever LPI actuates lever LP2 freeing drum D2 by loosening band B2 from it resulting in a direct connection or direct drive between shafts SZ and S3. In the valve movement now being described channel CH3 lines up with -tube TP3 resulting in the suction of air from With the transmission operating in third speed, the descent of the plane to an altitude somewhat lower than that at which the change from second to third speed occurs causes the barometric means to urge collar C in opposition to spring S. i

By properly sloping the side BT3 of notch 3 roller R and plunger PL will be forced out of this notch at the altitude above mentioned. ValveV by the combined action. of spring S and plunger PL as its roller R rides on the side TBZ of notch 2 moves to second speed position where'this plunger holds it. At this position channel CH3 is in alignment with port P3 affording the ingressY of atmosphere to tube TP3 .and cylinder piston PS3 and its linkage This releases to band B3 and therewith the drum D3 as the spring cooperating with leverLP3 (spring not shown) actuates this lever releasing this drum. In cylinder CYI is indicated a spring SS for actuating piston PSI towards port PI. This spring` can supplement spring I in actuating the release of band BI. Similar springs (not shown) l with `valve V at second speed position, the transmission functions in second speed as already described, the gear unit in drum D3 forming a direct connection between shafts SC and S3, and

channel CH2 being in line with tube TF2 having moved there from its alignment with port P2. Channel CHI has moved from a point be- `yond port PI to this port; and channel CHC has moved towards port PC but not to it.

Second to first speed change As the plane further descends the barometric means actuate collar C towards spring S and at an altitude less than that at which the change from first to second speed occurs, by properly designing side BTZ of notch 2 the plunger PL-and roller R aremoved out of this notch, releasing valve V which moves to a positionallowing roller R to impinge on the side TBI of notch I to supplement spring S in actuating this valve to rst 'speed position. In this movement channel CH2 moves from tube TPE to port P2 allowing atmospherelto enter tube TPE and cylinder CY2. This releases piston PS2 and. its linkage and therewith drum D2 as previously described. A directconnection is set up between shaftsY S3 and S2. Channel CHI is in line with tube TPI and the gear unit in drum DI drives the transmission shafts and the impeller in rst speed.

Channel CH3 `moves from port' P3 towards plunger PL; and channel CHC -moves to port PC.

First to neutral change As the plane still `further descends the barometric means actuate collar Cin opposition to spring S and by suitably designing the side BTI of` notch I roller R and plunger PL leave this notch at an altitude lower than that at which the neutral to rst speed change occurs. Valve V urged by spring S and roller R impinging on the side TBN of notch N in valve V moves to a posi- `tion aligning channel CHI with port PI" which allows atmosphere to enter tube TPI and cylinder CYI. This releases the piston PSI and cooperating linkage to band BI which releases the drum `D IY resulting in a direct connection between shafts S2 and SI. Channel CHC is in alignment with tube TCA which affords a connection between the manifold and cylinder CAC and air is drawn from this cylinder which pulls piston PCA towards port PA and by means of the link LK swings the lever LVS thereby disengaging the clutch CA. This disconnects shaft SC with shaft SE and 'prevents actuation of the impeller at lower altitudes. ChannelCHZ is at the position shown in Figure 1,

and channel CH3 has moved further towards plunger PL.

Figure 4 discloses an end view of a rotary valve RV secured to a shaft SR. This valve could be used as a substitute for valve V. One tube and `set ofV ports are indicated which could be tube TPI and ports PI and PI To accommodate all the tubes and ports, etc., this valve would have to be long enough and large enough in diameter. A rack RK can be provided to cooperate with a gearGrR. This gear can be suitably attached to -shaftSR. .A portion of the rack can be provided with an oiset O for carrying two springs similar to the springs S and SV'on valve V. -One of these springs S" and a collar C are shownbut the other spring is not, as odset O is shown broken away.

General Anotes To assure proper functioning of the uid motors at the higher altitudes theycan be of different diameters as the atmospheric pressure requires. i

The levers LVI and LV2 in order to actuate the collar C and valve V the necessary distances, can

be, proportioned as needed to assure these movements when'the baro-metric means function accordance with the various altitudes.

Only one plunger PL is shown but obviously more can be added. Y In Figure 6 is shown a modification of the olevice above described, making it adaptable to an automobile transmission. v A

A gasoline motor is indicated by reference characters MOT, and its intake manifold vby 'characters MAN AThe motor shaft is designated rby symbols ES and a main shaft by characters MS. A device FD known in the art as an hydraulic coupling can be provided for connecting shafts' ES and MS in the usual manner. A gear MG can be rigidly attached to shaft MS. A gear CGr` meshing with gear MG is immovably secured to a shaft CS. Shaft CS may be provided with .another gear CR' rigidly attached to it. Gear 'CR' meshes with a gear ID loosely mounted and rotatable on a shaft SR. Gear ID meshes with a gear MR rotatably mounted ony a shaft DS. One end EM of shaft DS may be disposed in a recess in shaft MSI. The latter shaft can be con- .nected 'to a shaft MS2 by a planetary gear unit (un'it not' shown here) contained in a drum ID. yShaft MS2 may be connected with a shaft MS3 by means of a planetary unit (unit not shown) within a drum 2D. The shaft MSS can be connected to the shaft MS by a third planetary unit (unit not shown) inside a drum 3D.

A sliding clutch unit CL splined on shaft DS may be used for connecting shafts DS and MSI and tying gear MR to shaft DS. This clutch unit may have a toothed member RC of any suitable type adapted to engage ay cooperating member RC" on gear MR, and another toothed member CM for engaging a suitable member CX that is -immovably attached to shaft MSI. A yoke ARI can be provided for connecting unit CL with a sliding rail SDM. This unit is rotatable in the yoke. On this rail is a post PS'. A'lever FL may be provided having a forked end that straddles this post. This lever may be pivotally mounted on a fixed support FS', and pivotally connected atv PUC to a link RL. This link can be pivotally connected at PVH to a handle H, and this handle may be pivotally mounted on a fixed support PVV'; The end HE of handle H may be provided with a pivotal connection PVZ to a link LH. This -link 'can have a pivotal connection PVX with a lever VL, and lever VL may be pivotally mounted on a fixed support FZ. This lever may have a forked end FA for straddling a post PB carried on a valve COV.r The valve COV may be pro- 4rvided with a channel CCH. This valve opens and blocks a tube GMT which forms a connection between the manifold and several fluid motors, i. e., pneumatic cylinders. The purpose of the elements described in this paragraph will now be explained.

With the elements in the positions shown in Figure 6 vacuum is applied to a tube IPT simi.-

larly to its application to tube TPI in the supercharger transmission. More details relevant to this will be given at the proper place. The clutch unit CL is free from the reverse gear meshing element RC' and in this position is tying shafts DS and MSI together, as Ymembers CM and CX `are in mesh. With the motor MOT functioning speed changes are actuated when channels in a valve AV are in alignment with their respective cooperating tubes. When the handle H is moved inthe direction indicated by the arrow to its neutral position, the valve COV moves in the same direction blocking tube GMT, and the unit CL moves to a position freeing members CM and CX from each other, thus disconnecting shafts MSI and DS, which prevents the motor MOT actuating shaft DS. Continued movement of handle H actuates. the clutch CL to a position meshing members RC and RC', thus setting the transmission in reverse gear. When the Vmotor is .1

*speeded up the shaft DSfunctions in reverse and.

should-the centrifugal means (to be described shortly) actuate valve AV A,no actuation of the cylinders ICY, 2CY and 3CY occurs as tube GMT is blocked at Valve COV. If Valve COV is dispensed with no interference with the operation of reverse gear can occur but the planetary units `might be actuated. However this does no harm as shafts MSI and DS are disconnected. Gear MR is actuated through gears ID, CR', shaft CS, and gearsCG and MG. Moving handle H oppositely to the direction indicated by the arrow first returns the transmission to neutral and next to 'a position tying shafts DS and MSI together. vValve COV becomes aligned at its channel CCH withtube GMT. The device is now in position to function in forward speeds in accordance with the speed of the car. Tube GMT branches into three portions. These are identified by reference characters IPT, 2PT, and 3PT.

Tube IPTy in cooperation with a channel ICH in valve AV connects the manifold MAN with the fluid motor ICY. Tube EPT in cooperation with a channel ZCH connects the manifold with cylinde'r 2CY, and tube 3PT connects the manifold with cylinder 3CY by means of channel SCH.

Valve AV may be provided with notches or recesses I', 2', 3 and 4. A plunger PG actuated by a spring SPG with a roller RR suitably carried by this plunger may be provided for engaging these notches. Valve AV can be enclosed in a casing VH. This valve may be provided with a slot S in which a fixed finger FF is disposed, thus preventing rotation of said valve. This rvalve can have an offset AO terminating inanvother offset OA, and on offset AO may be a collar COL adapted to rotate andV move longitudinally on it. A pair of collars, one on each side of collar COL may be provided. They are identified by characters CCL and LLC. These collars are prevented from rotating by keys AC and AC which extend `from collars CCL and LLC respectively, and which slide in a keyway SZ in valve AV. Ball bearings BAC are suitably mounted between collars COL and CCL; and similar bearings BAL may be disposed between collars COL and LLC. A spring SSA can be located on offset AO between offset OA and collar CCL. Another spring ASP may be disposed on offset AO between collar LLC and a shoulder AHS on valve AV.

A centrifugal device or governor may be provided for actuating valve AV in two directions.

This governor may have arms CTA which can be pivoted on a collar CG secured to a shaft SCT which rotates. These arms may be provided with weights WTS. A pair of springs GVS (only one yspring shown) may be connected to offsets OT on arms CTA. A clearance between this shaft and valve AV may be provided to permit rotation -of the shaft without bearing on the valve. Links GLK'are pivotally connected to arms CTA and collar COL. A beveled gear CBA is vrigidly vmounted on shaft SCT and meshing with this gear is another beveled gear DSG immovably atjtached to shaft DS. The rotation of shaft DS roshaft ES rotates the hydraulic coupling unit FD rapidly enough to actuate shafts MS, MS3, and MS2. The gears in drum ID drive shafts MSI and DS.

First to second speed change With the car moving in first speed and as the speed increases the arms CTA swing away from shaft SCT thereby pulling links GLK and collar COL. This compresses the spring SSA but valve AV does not move immediately because of the engagement of roller RR on plunger PG in notch I. By properly designing the governor, the spring SSA, and the side HNI of this notch, plunger PG is forced out of it at the desired predetermined speed. Valve AV then moves towards the centrifugal means sufhciently to align notch 2 with this plunger, whereupon its roller RR impinges on the side NH2 of notch Y2 which urges valve AV to its second speed position where the plunger locks it. The compressionof spring SSA and the urge of plunger PG assure a complete movement of this valve even though the car lag slows down the governor. At second speed position the channel ICH is in line with a port IP alfording the ingress of atmosphere to cylinder ICY. This releases piston IPS and its linkage, also the band IB and therewith orbit drum ID, which sets up a direct drive connection between shafts MS2 and MSI. Channel ZCI-I is in line with tube 2PT and suction occurs from cylinder 2CY, thereby actuating piston ZPS and cooperating elements whereupon the planetary gear unit for second speed functions and the shaft DS operates at second speed. Channel SCH is in line with a port 3P connecting cylinder 3CY with the atmosphere but piston SPS is at released position so no actuation occurs.

Second to third speed change As the car speed increases, the governor again compresses the spring SSA through collar COL and by properly designing the side HN2 of notch 2', plunger PG is forced out of it at the desired predetermined speed. Spning SSA and roller RR impinging on the side NH3 of notch 3 carry valve AV to third speed position. In this movenient channel ZCH moves from its alignment with tube EPT to port 2P' which permits atmosphere to enter this tube and cylinder ZCY. Piston ZPS is released and with it the linkage to band 2B thus releasing drum 2D resulting in a direct connection between shafts MSS and MS2. Channel SCH moves from port 3P to tube 3PT. Suction from cylinder 3CY occurs actuating its piston 3PS and therewith its linkage and band 3B whereupon the planetary gears inside drum 3D function in third speed, driving the chain of shafts including shaft DS in third speed. Channel ICH moves from port IP to a point beyond this port.

Third to fourth speed change Further increase in car speed causes the centrifugal means to again compress spring SSA. By correctly designing the side HN3 of notch 3', plunger PG is lifted out of this notch at another predetermined speed and then rides on the side NH4 of notch 4', coming to rest in this notch. At fourth speed position channel SCI-I of valve `AV is in line with port 3P and atmosphere enters tube 3PT releasing piston SPS and linkage and band 3B freeing drum 3D with the planetary gears in it setting up a direct connection between shafts MSS and MS which drives the car :in fourth speed. Channel 2CH is midway between pQrtZPj and tube IPT. Channel ICH is at a point stillfurther from port IP. In fourth speed all shafts form a direct drive. y

's Fourth to third speed change With the transmissionv in fourth speed and the car speed decreasing, arms CTA swing towards shaft SCT. This urges collar vCOL in opposition to spring ASP comprising it which tends to movevalveAV regressively. By properly designing the side NH4 "of notch 4 plunger PG is pushedout of this notch atapredetermined car speed. Valve AV moves to a positionA permitting this plunger and its roller RR to enter notch 3V and roll on the side HN 3 of this notch with this valve coming to rest at third speed position. In this movement channel 3CH moves from port 3P' to tube 3PT allowingsucton from cylinder 3CY to occur vwhich actuates the third speed planetary gears similarly to their actuation described in the change from second to third speed. The drive shaft DS then functions in third speed. Channel ZCI-I moves-from its position beyond port 2P' to a position of alignment with this port, and channel ICI-I moves towards port IP but not to it.

Y s p Third to second speed change As the car still further decreases its speed collar COL again compresses spring ASP- tending to urge valve-AV towards second speed position. By correctly-designing notch 3 plunger PG is pushed out of this Vnotch at the desired predetermined car speed and enters notch`2 with valve AV stopping at second speed position.- Valve channel 3CH moves from tube 3PT to port 3P allowing atmosphere to enter this tube and cylinder 3CY. Piston SPSI is released and therewith its jcooperating linkage and band 3B vwhereupon the gears in drum 3D set up a direct connection between shafts MS3 and MS. Channel 2CH moves from portv 2P to tube 2PT and the transmission operates in second speed as described in description of the rst to second speed change.

.Second to first speed. change j Further reduction of the car speed results in the compression of spring ASP.V Bysuitably forming the side 'NI-I2 of notch 2 plunger PG and roller RR are forced out of this notch at the desired predetermined car speed. Valve AV moves to a position aiording the impingementof roller RR on the side HNI of notch' I which urges this valve to nrst speed position where the plunger PG locks it. Channel ZCI-Imoves from tube 2PT to port 2P resulting in the ingress of atmosphere to tube ZPT andcylinder 2CY; This releases piston ZPS and its'linkage and band ZBthus free- ,ing drum'. 2D which setsup a direct connection between shafts MS2 and MS3. Channel ICH moves' from port IP to tube IPT, affordingthe application of vacuum totube IPTand cylinder ICY and therewith the actuation of the first speed elements as previously described. Channel SCH moves from port 3P to the position shown in Figure 6.

Only'one plunger PG is shown but of course more canbe added. A 5 A gradient controlcan be pro-vided comprising an arm GA carrying a weight GC, and a link LL pivotally connected to thisarm at PK and to a movable memberlSX, this member carrying a roller RX. Arm GA can be pivoted on a fixed \support PY. When a car is ascending a grade,

the arm GA swings on pivotal support PY there` by actuating roller RX towards valve AV. Notches similar to notch T' '1 having sloping sides like that indicated at TS may be provided in this valve. By designing this slope correctly roller RXwill be forced out of the notch it may be in, on a grade of predetermined'degree, thus assuring greater car speed than that required for'actuating shifts under more favorable road conditions. On grades of lesser degree the shifts will occur at a speedjcorresponding with the degree. A'similar control (not shown) to function when a car descends-'a grade may be positioned to engage one or more notches on the side of valve AV opposite tothe side having the notches already described. These notches can be designed with straight sides instead of beveled ones. This design prevents anyfshift so vcontrolled'from taking place while thev 'car'is on a grade of predetermined degree.

M anual control "Apedal PDRplaced near the drivers left foot can be provided with any suitable means for connecting it with a lock' or holding bar RB. The connection means shown in Figure 6 may comprise a rod LLL, a bellcrank BK, and a link-LG. When this Ypedal is depressed, bar RB moves in opposition to ay spring SRS into engagement with any. of nthe notches T, T', T"Vin valve AV, that may be in alignment with it. y Each notch corresponds with a speed position of this valve. When baraRBengages anotch the transmission speed correspondingwith it is maintained. When it is, released the spring SRS urges bar RB outcf the notch.

-. A Modified valve j The modiiicationshown in' Figure 7 'discloses a valveadapte'd to actuate the two drums that form a part of a transmission, now in use in some cars. In Figure 7 these'drums are not shown but the vuid motors andlinkage for these drums are indicated; The transmission functions inrst speed when both the drums are held by their cooperating bands. It operatesain second speed when only the front drum rotates and the rear drum does not.`v In third speed the front drum is held and thefrear .drurn'rotates; 'and in fourth speed both drums rotate. l l l' The valve HV .shown in Figure 7 can be actuated by means similar to vthat disclosed in the descriptionofl the valve AV. At first speed position `a channel -CII-I is in line with a tube FDT and (channel, CSH .is aligned with tube RDT. ChannelA C21-fis' positioned between tube FDT and a port PT.V .Vacuum isthus applied to tubes FDT and RDT' and to 'uid motors Cl3 and VCIZ. Linkage FDL'to the front drum and linkage RDL to the rear drum are actuated causing their re;- sp'ective bands to bind on them preventing their rotation. With the 'motor functioning the transmission operates in rst speed.

y, Firstto second speed change 'When Valve HV moves to second speed position channel CII-I moves from tube FDT to port AP and channel CBI-l moves from tube RDT to a tube RDT. Atmosphere enters the fluid motor C13 and the front drum is released While vacuum is applied to tube RDT' and fluid motor C12 functionszresulting in the fholding of the rear drum. The device therefore operates in second speed. Channel 62H moves `nearer to `tube FDT, but not to it.y Y

asada 13 Second to third speed change In the movement of valve HV from second to third speed position channel CSI-I moves from tube RDT to port PT and channel C21-I into alignment with tube PDT. Channel CIH moves away from port AP. Atmosphere enters fluid motor C12 releasing the rear drum, while vacuum actuates fluid motor C13, resulting in the stoppage of rotation of the front drum.V Third speed then functions.

Third to fourth speed change Valve HV moves from its third speed position to fourth speed position, and channel C21-I moves from tube FDT to port AP releasing the front drum as described in the rst to second speed change. Channel CSH moves from port PT to a'point beyond it, and channel CiI-I moves still further from port AP. Both drums are now free and the transmission operates in fourth speed.

Fourth to third speed change The regressive movement of valve HV is simllar to that of valve AV. In its movement from fourth speed position to third speed position channel C21-I moves from port AP to tube FDT and the front drum ceases to rotate. Channel 03H moves from a point beyond port PT to this port. Channel CSI-I moves towards port AP but not to it. The rear drum is free while the front drum is not. The transmission functions in third speed.

Third to second speed change In the movement of valve HV from third to second speed position channel CII-I moves from its position beyond port AP to this port, channel C2H moves from tube FDT towards port PT but not to it; and channel 03H moves from port PT to tube RDT. Channel ClH at port AP releases the front drum; and channel CSI-I at tube RDT prevents the rotation of the rear drum. The transmission operates in second speed.

Second to first speed change When valve HV moves from second to rst speed position channel CGH moves from tube RDT to tube RDT; channel CIH moves from port AP to tube FDI'; and channel C2H moves from its position to a position still further from tube FDfIlbut not to port PT. With channel CSI-I in line with tube RDT and channel CIH :in line with tube PDT, both drums are held .against rotaiczion and the transmission functions in .viirst spee Alternative constructions Instead of the hydraulic coupling FD vshovfn in Figure 6, the clutch CA disclosed in Figure l could be substituted. When the transmission is 1n rst speed `and the car coming to a stop the driver would disengage the clutch by means of apedal (not shown) in the usual manner thus `.disconnecting the motor from the chain of drive shafts; land at the 'same time actuate the handle to neutral position `thereby disconnecting shafts MSI and DS through the means of ,clutch CL. The-pedal could then lbe released and als though the-'motor Astill functions it would not actuavte--the drivel shafts. To start the car the `pedal would again 'be actuated to disengage the Vclutch and the `handle H actuated to first speed position whereupon the :pedal would be released. v

v. The means nowto be described could be substituted 'for thecentrifugal actuating means and `cooperatingmechanism shown in Figure 6. Figure discloses a valve GAV that may be horizontally disposed having oneencircling channel GCH and a collar lGCl'.. that may be provided with suitable arms on which rollers GRC and GRX can be rotatably mounted. This collar isimovable on valve GAV as is collar C on valve V. A gradient pendulum GAM (see Figure 9) can be provided and may be pivotally mounted on a'suitable fixed support GSP, this pendulum serving as an actuating means. Prongs GUP, GUP', GDP and GDP are carried by it. The reference characters GRC" and GRX' indicate the approximate positions of the rollers GRC and GRX in relation to the pendulum when it is in neutral position, i. e., non-actuating position. For co-; operation with these elements 'one uid motor GCY and one planetary gear unit GPD may be used, and these can be connected by linkage GLP functionally attached to a 'piston rod GPR, this linkage being'similar to the linkages already'described relating to other fluid motors and planetary units. This affords a direct drive connection between an hydraulic coupling GFD and a drive shaft GDS when a car is on level or fairly level ground as the pendulum then does not actuate anything, l l l When the car ascends a grade the pendulum at its top swings to the right as viewed and `its prongs GUP and GUP impinge onrollers GRC and GRX respectively on collar GCL; This compresses a spring GSS tending to urge valve GAV to the right as viewed. A plunger GPL similar to plunger PG shown in Figure 6 prevents its movement until a grade of predetermined degree is reached whereupon the plunger GPL is forced out of a notch GNN releasing valve GAV which moves to a position aligning channel GCH with a tube GTA at which point the plunger locks this valve by entering a notch GNU. This tube is connected with a manifold of a gasoline engine by a tube GMT.` Characters GMA and GMO identify the manifold and engine-respectively. Vacuum is applied to cylinder GCY and its piston GPS moves towards a port GCP and therewith its rod GPR. This actuates'linkage GLP and the planetary gear unit GPDfunctions in a lower speed instead of a direct drive similarly to the functioning of gear units previously'described in other parts of this specification. Y

When the car leaves the graden above mentioned the pendulum GAM swings oppositely to its movement above detailed and its prongs GDP and GDP" impinge on rollers GRC and GRX compressing a spring GSA. Plunger GPL is pushed out of notch GNU and Valve GAV moves to its neutral position with this plunger locking it by entering notch GNN. In this position chanl; nel GCH is in alignment with port GPT and vat-` mosphere enters the fluid motor GCY, releasing piston GPS and linkage GLP permitting the planetary gear unit to set up a direct drive connection.

When the car descends a grade the top of the pendulum swings to the left as Viewed and its prongs GDP and GDP' urge collar GCLas described in the paragraph just above and similar- `ly compress spring GSA. On a grade of predetermined degree plunger GPL is forced out of notch GNN and valve GAV moves to a position aligning its channel GCH with a tube G'I'D` at which position plunger GPL enters a notch GND and locks the valve. With this alignment air is drawn from fluid motor GCY land the speed changing elements function as `described in Lthe movement of valve GAV to a position aligning channel GCH with tube GTA. v

When the car leaves this declivity the pendulum at its top swings to the right and the valve GAV urged by collar GCL moves similarly'to the movement detailed in the operation of this mechanismwhen the car ascends a grade. Plunger GPL leaves notch GND and enters notch GNN thereby locking the valve at this position. At this position channel GCH is in line With port .GP'I and atmosphere enters fluid motor GCY releasing the speed changing elements permitting the planetary unit to set up a direct drive connection between the hydraulic coupling GFD and the shaft GDS.

With this gradient actuated mechanism manual means similar to that disclosed in Figure 6 can be used for actuating shifts from forward speeds to neutral and reverse speed and vica versa.

This gradient mechanism affords a considerable range of operation with a minimum of structural elements. Y l

In Figure is disclosed a portion of valve AV showing one of its channels SCH and cooperating hydraulic means for actuating cylinder 3'CY. Obviously this hydraulic means can be applied to cylinders ZCY and ICY so this application will not be described here., Similar reference characlers are used for similar parts in Figures 6 an 8.

An hydraulic pump of any suitable design' the gears in drum 3D functioning in third speed as previously described. See Figure 6 for all the elements just above mentioned. When valve AV moves into alignment with either port 3P or 3P' the fluid pressure on piston BPS is blocked and spring SSZ in cylinder SOY returns this piston to normal position which releases drum 3D in the manner already described. With the release of this drum either fourth or second speed would function as previously detailed. When piston `3PS returns to normal position the iuid in cylinder 3CY iiows into the low pressure chamber LPC of the pump through a tube connected to the pump as is tube 2S in Patent 1,886,003.

From the foregoing it will be seen that while a preferred embodiment of this invention has been disclosed, it is not desired to restrict the ,details to the exact construction shown, it being obvious 'that changes not involving invention may be made without conflicting with the spirit of the invention and the scope of the claims.`

What I claim is:

l. In a transmission, transmission mechanism; iiuid means for controlling said mechanism, means for controlling said fluid means, said second mentioned means including ,in combination a single valvular means, a plurality of resilient means for actuating said valvular means in a plurality of directions, and means responsive to atmospheric 'pressure' for actuating said plurality of resilient means.

`2. In a speed. changing mechanism, speed changing means, a plurality of fluid means for actuating saidspeed changing means, a single valvular means for controlling said plurality of fluid means, said luid means including in combination a single tubular means, a plurality of ports controlled by said single valvular means for admitting fluid to said single tubular means for actuating said speed changing means, said single valvular means adapted to aiiord and to block the passage of .iluid to said single tubular means vthrough said plurality oi ports, and means responsive to atmospheric pressure for actuating said-single valvular means. 3. In aV .speed changing mechanism, speed changing means, fluid means for actuating said speed changing means, valvular means for controlling said fluid means, a tube having a plurality of sections cooperating with said valvular means, a plurality of-ports connecting said tube with the atmosphere, said valvular means adapted' to alternately connect said sections of said tube, and each ofv said plurality of ports with said tube and means responsive to atmospheric pressure for actuating said valvular means.

4. In a speed changing mechanism, speed changing means including in ycombination a single movable means, a plurality of resilient means disposed on said single movable means 'for actuating said single movable means in a plurality of directions, impelling means for impelling said plurality of resilient means, and linkage disposed on a plurality of sides of a line falling within the path of movement of-said plurality of resilient means, said line corresponding with the direction of said movement, said linkage connected to and adapted to actuate said impelling means. 5. In a planetary speed changing mechanism, planetary speed changing means, control means for said planetary speed changing means, said control means including in combination a single movable means, a plurality of yielding means for actuating said single movable means in a plurality of directions, impelling means for impelling said plurality of yielding means in `a plurality of directions, linkage connected to Said impelling .means for actuating said impelling means in a plurality ofldirections, said linkage disposed on a plurality of sides oi said impelling means, and actuating means for said linkage.

6. In a planetary speed changing mechanism, planetary speed` changing means, control means for said planetary speed cl'iangingv means, ksaid control means including in kcombination a single movable means, a plurality of yieldingmeans for actuating lsaid single movable means in a plurality of directions, impelling means for impelling said plurality of yielding means in a plurality; of directions, linkage connected to said impelling means for` actuating said impelling means in a plurality of directions, said linkage disposed on a plurality of sides of said movable means, and actuating means for said linkage.

7. In a speed changing mechanism, speed changing means, pivotal means for actuating said speed changing means, actuating means for said pivotal means, said actuating means including in combination movable means, a plurality of yielding means for actuating said movable means in a plurality of directions, impeliing means for impelling said plurality of yielding meansgin a plurality of directions, linkage for actuating said impelling means in a plurality of directions, said linkage disposed on a plurality of sides cfa line falling Within the path of movemen of seid movable means, said line corresponding with the direction of said movement, and actuating means for said linkage. i

8. In ar control mechanism, control means including in combination a single movable means, a plurality of yielding means movable With said single movable means for actuating said single movable means in a plurality of directions, impelling means for impelling said plurality of yielding means in a plurality of directions, va plurality of links connected to said impelling means for actuating said impelling means in a plurality of directions, said plurality of links disposed on a plurality of sides of a line falling Within the path of movement of said single-movable means, said line corresponding with the cli-- rection of said movement, and actuating means for said plurality of links.

9. In an automatic planetary speed changn mechanism, a plurality of planetary speed changing means, said plurality of planetary speed changing means including in combination a plurality of carrier means and a plurality of planet gears thereon, and a plurality of orbit gears, holding means for each of said orbit gears, operating means for each of said holding means, and actuating means including sealed capsular means responsive to atmospheric pressure for actuating all of the operating means required to, operate in functional sequence a plurality of said holding means.

10. A transmission mechanism including in combination a, valve, actuating means for said valve, said actuating means including in combination operating means disposed on said valve for operating said valve in one direction, and operating means disposed on said valve for operating said valve in another direction, impelling means for impelling both of said operating means, and a plurality of link actuating means for and attached to said impelling means, said plurality of link actuating means disposed on a plurality of sides of a line falling within the path'of movement of said impelling means, said line corresponding with the direction of said movement.

11. A speed changing mechanism including in combination a plurality of shafts, means including in combination planetary gear mechanism for connecting some of said shafts, a plurality of over-running clutch means cooperating with some of said shafts, said clutch means simultaneously permitting different speeds of some of' said shafts, pivotal controlling means for said planetary gear mechanism, actuating means for said. pivotal controlling means, said actuating means including in combination a single movable. means, a plurality of yielding means for actuating said single movable means in a plurality of directions, impelling means for impelling said plurality of yielding means in a plurality of directions, and a plurality of pivotal means for actuating said impelling means.

"12. In a planetary speed changing mechanism, driving means, driven means, planetary gear mechanism for connecting said driving means and said driven means, a free wheeling connection means between said` planetary gear mechanism and said driven means to simultaneously permit different speeds of said driving means and said driven means, pivotal controlling means for said planetary gearY mechanism, actuating means for said pivotal controlling means,`said actuate' ing means including in combination a 'single movablemeans, impelling means for impelling said single `movable meanslna plurality of` die` rections, anda plurality of linksfor actuating said impelling means. t 1 if Y13. In a speed changing mechanism, planetary speed changing means, pivotal means for controlling said planetary speed changing means, actuating means for said pivotal means, said actuating means including in combination a single movable means, a pluralityof yielding means for actuating said single movable. means in a plurality of'directions, impelling means for impelling said plurality of yielding meansinga plurality ofdirections, and linkage connected to said impelling means for actuating said impelling` means sad linkage disposed on a plurality of sides 'of a line falling within the path of movement of Asaid impelling means, said line corresponding with the direction of said movement. Y

14. A speed changingmechanism including in combination a plurality of shafts, means including in combination planetary gear mechanism for connecting some of said shafts, a pluralityr of over-running clutch means cooperating with some of said shafts, said clutch means simultaneously permitting different speeds of some of said shafts, pivotal controlling means for said planetary gear mechanism, actuating means for said pivotal controlling means, said actuating means including in combination a single movable means, yielding means for actuating said single movable means, impelling means for impelling said yielding means, and pivotal means for actuating said impelling means.

l5. In a speed changing mechanism, speed changing means, control means therefor, said control means including in combination a single movable means, actuating means for said single movable means, said actuating means including in combination linkage connected to said single movable means for actuating said single movable means, lever means connected to said linkage for actuating said linkage, linkage connected to said lever means for actuating said lever means, and capsular means responsive to atmospheric pressure for actuating said last above mentioned linkage.

16. In a speed changing mechanism, speed changing means, pivotal means for controlling said speed changing means, actuating means for said pivotal means, said actuating means including in combination a single movable means, a plurality of yielding means for actuating said single movable means in a plurality of directions, impelling means for impelling said plurality of yielding means in a plurality of directions, and pivotal means for actuating said impelling means, said pivotal means disposed on a plurality of sides of a line falling Within the path of movement of said yielding means, said line corre- Y spending With the direction of said movement.

17. In a speed changing mechanism, speed changing means, pivotal means for controlling said speed changing means, actuating means for said pivotal means, said actuating means including in combination a single movable means, a plurality of yielding means for actuating said single movable means in a plurality of directions, impelling means for impelling said plurality of yielding means in a plurality of directions, and a plurality of `links for actuating said impelling means in a plurality of directions, said plurality of links disposed on a plurality oi. sides of a line falling Within the path 'of movement of said plurality of yielding means, said line corresponding With the direction of said movement.

18. In a speed changing` mechanism, speed changingmeans, rigid lever means for controlling Said speed changing means, actuating means for saidrigid lever means, said actuating means includingin combinationa single movable means, a plurality of yielding means for actuating. said single movablemeans in a plurality of directions,

saidpluralityfof yielding "means disposed approximately in axial alignment,-impelling means for impelling. saidplurality of yielding means in a pluralityof directions, and linkage connected to said impelling means for actuating'said impelling means in aplurality of directions, said linkage` disposed on a plurality of sides ofa line falling Within the path of movement of said impelling means, said line corresponding with the direction of said movement'. l

19. Ina speed changing mechanism, speed changing means, said speed changing means including in combination a carrier-member, planet gears thereon, and an orbit gear, a plurality of pivotal means for controlling said speed changingmeans, actuating means fonsaid -plurality of pivotal means, said actuating means including in combination a single movable means, a plurality of yielding means for actuating said single movable means in a plurality of directions, impelling means for said plurality of yielding means, linkage for actuating said impelling means,

said linkage disposed on a plurality of sides of a line falling within the path of movement of said impelling means, said line corresponding with direction of said movement, detent means for holding said movable means in a plurality of positions, and speed controlled means for actuating said linkage.

20. In a speed changing mechanism, speed changing means, said speed changing means including in combination a carrier means, planet gears thereon, and an orbit gear, braking means for said orbit gear, pivotal means for actuating said braking means, cylindrical operating means forfsaid pivotal means, operating means for said cylindrical operating means, said operating means including in combination a single movable means, a plurality of yielding means for actuating said single movable means in a plurality of directions, impelling means for said plurality of yielding means, and actuating means for said impelling means, said last above mentioned actuating means including in combination a plurality of pivotal means disposed on a plurality of sides of a line falling within the path of movement of said impelling means, said line corresponding With the direction of said movement.

21. In a speed changing mechanism, speed changing means, said speed changing means including in combination planetary gear mechanisrn having a carrier means, planet gears thereon, and a drum, braking means for said drum,

lever means for actuating said braking means,

of movement of said impelling means'. said line corresponding with the direction of saidmovement,v f v ff-v n :L5 .1.

.22.-In" a Vspeed. changing mechanism,"lspeed changing meansgfsad speed changing means including in combination' planetary gearfmechanism rhaving a drum, braking means for said drum,- lever means for actuating said drum,op erating'means for said leverrmeans, said operating means including -in` combination a single movable means, aplurali'ty-"of yielding means for actuatin'gsaid'single movable means in a plurality of directions, -impelling meansvfor said plurality of yielding means, 'and actuating l'means forsaid impelling means, lsaid last above mentioned actuating4 means including in combination a plurality of pivotal means disposed on afplurality ofsides of -a line falling withinvtlie path of movement' of said impelling means, said line corresponding with the direction ci said movement. f

23. In a .speed changing mechanism, -rspeed changing means including in combination a car-= rierfmeans, planet gears thereon, and an orbit gear, pivotal control -means for said speed changing means, actuating -means vfor said pivotal'control meansjsaid actuating means including in combination a single movable means, a

plurality offyielding 'means for' actuating said,

singlelmovable 'means in a plurality of directions, detent means Vfor opposing thev movement ot said single 'movable means at a plurality of positions and additional detent meansfor Dppo'sing' 'the movement of said single movable means at a plurality oI'pcsit-ions. f r

24. In a. speed changing mechanism, a plurality of speed changing means, 'said speed chang# ing means. 'including in 'combination earner means, planetary gearing on'said carrier means, and an orbit gear, and control means'tor said speed y,changing means, said control 4ineens in# cludi-ng .in combination hermetically :sealed capsul-ar means responsive to .atmospheric pressure.

25.111 a speed ohanging'mecnanism, a plurality or speed changing means, said speed changing means including in combination carrier means, planetary gearing on said earner means, and an orbit gear, and control means for said orbit gear, said control :means-includmg in combination hermetically sealed capsular means adapted to expand and contract in overall size'in response to changes in atmospheric pressure. v .Y

" g CLIVE'W.'LANPHERE; 

